Stephen p



(No Model.)

S. P. 'TALLMAN.

DRAWBAR FOR RAILWAY CARS.

Patented July 3, 18-83.

' INVENTOR:

his xlttomeys,

WITN E'SSES:

UNITED STATES PATENT OFFICE.

STEPHEN I. TALLMAN, OF DUNELLEN, NEW JERSEY.

DRAW-BAR FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 280,414, dated July 3, 1883.

Application filed March 29, 1883. (No model.)

. Cars, of which the following is a specification.

The object of my invention is to provide an attachment for the draw-bar to the car that will secure staunchness and durability, and possess all the advantages really possessed by the continuous draw-bar without the disadvan tages attending that construction. The ordinary non-continuous draw-bar is usually attached to the car-body by means of springpockets, 7 so called, secured between the bufferarms mounted on the sills, and the strain is borne entirely by the bolts which secure said arms to the sills. In the rough usage to which cars are subjected, especially the jerking and bumping in stopping and starting, these bolts work loose eventually, and the sills of the car are splintered and broken. In the case of the continuous draw-bar the parts are sometimes so arranged that the pull is on the transom of the carbody, an d thus there is provided a more secure and rigid attachment; but it is well known that this form of draw-bar attachment employs a long draw-rod, which is liable to become bent by rough usage, and when bent it is very diffi cult to remove. The l ong and heavy bar is costly, and the removal and replacement when injured Very expensive. I seek to obviate these defects by providing a non-continuous bar, the draw-rod of which cannot well be bent, as it is embraced by solid wood for nearly its entire length, and the strain and pressure, in both pulling and backing is divided between the transom and the sills. Heavy blocks bolted between the bumper-arms on both sides of the transom are arranged to receive the strain directly, and suitable cushion-springs are interposed. The construction is such that the set of the springs produces very little looseness, and this may be taken up from time to time by means of a nut and key on theend of the draw-rod.

In the drawings which serve to illustrate my invention, Figure 1 is a vertical section on line 1 l in Fig. 2, and Fig. 2 is a view of the under side of a car provided with my improvements.

a is the transom of the car, which is gained into the sills b b.

c c are the bumper-arms, so called, bolted rigidly to the sills b, and arranged to abut against the transom a; and c c are similar arms or blocks bolted to the sills b' behind the transom, and arranged to abut against the same. This shows the arrangement with a wooden transom. \Vhere an ordinary iron transom is employed which does not project down so far as the wood, the arms 0 and c on one side may be in one piece, or continuous, and be notched onto the transom.

Between the arms 0 c is arranged and securely bolted by cross-boltsa block, 6, and between 0 c is arranged and securely bolted ablock, 6. These both abut against the transom. (Z is the draw-bar, constructed in the usual way; and g is the drawrod, which is connected to the drawbar in the usual way, and extends back through a hole bored through the transom a and blocks (2 c. This rod is provided with a backing cushion-spring, h, and a pulling cushion-spring, 71., and a nut and key at its extremity to take up any looseness caused by the set of the springs. Platesi i,of metal, may be provided for the springs to bear upon. In this construction it is apparent, first, that the draw-rod is not long; second, that it is so completely housed in and embraced by the timbers as to be little liable to bend by sudden strains; third, that the strain, in both pulling and backing, is thrown upon a substantially solid mass of timber, which makes the transom and sills practically one, and that nothing short of an accident which would destroy the car would be apt to disturb the parts; and, fourth, that convenient means are provided for readily taking up any looseness that may result from the set of the springs. Should it be desirable to withdraw the bar and rod, this may readily be done by simply-removing the nut and key at the end of the rod.

I may say that I prefer to employ one nut on the end of the rod 9, and a spring-key to prevent this nut from loosening orj olting off. The space between the nut and keyis filledby washers, as shown. I

Having thus described my invention, I do not wish to claim the use of the two cushionsprings, as shown, nor, broadly, the arrangement whereby the strain of the pull is thrown on the transom; but

Vhat I do claim is The combination, to form an attachment and IO ends, and the cushion-springs h h, mounted on the ends of said rod, where it projects out of its housing, all substantially as and for the purposes set forth.

In Witness whereof I have hereunto signed my name in the presence of two subscribing I5 witnesses.

STEPHEJ P. 'lALLlVIAN. \Vitnesses:

ARTHUR C. FRASER, HENRY CoNNET'r. 

